Servo-clutch



A. 8, 1939.. P. F. PEYRUQUEOU SERVO-CLUTCH s Sheng-sheet 1 Aug. 8, 1939. P. F. PEYRuQul-:ou 2,168,715

SERVO- CLUTCH Filed Fa. 15, 1930 :s sheets-sheet 2 Patented Aug. y8, 1939 UNITED STATESv PATENT OFFICE SERVO-CLUTCH Pierre Felix PeyrugLueou,

France, assignor td` Societe Anonymev des Freins Bendix, Clichy, Seine, France, a socitv of France Application February 15, 1930, Serial No. 428,783

In France February 22, 1929 10 Claims.

The present invention relates to servo-clutches A the detailed description now to be given with ref- Fig. 2;

erence to the accompanying drawings, in whicht- Fig. 1 is a section through one illustrative embodiment of the invention;

Fig. 2 represents, in section, a second form of the invention Fig. 3 is a transverse section on the line 3 3, Fig. 2 passing through the suction conduit'in Fig. 4 is an end view of the structure illustrated in Fig. 2,

Fig. 5 is a section through a third modicatlon;

Fig. 6 represents, diagrammatically a fourth constructive embodiment;

Fig. 'l illustrates, in section on the line 1 1, Fig. 8, still another form of the invention;

Fig. 8 is a plan, partially in section, of the combination represented in Fig. 7

Fig. 9 is an end-View, partially in section on the line 9 9, Fig. 8, of the structure shown in Fig. 7; and

Fig. 10 shows one of the discs (Fig. 7) tion on the line IIl III, Fig. 8.l

Fig. 11 shows a system employing two pedals at different levels, one actuating the clutching mechanism and the other pedal being the accelerator pedal. v

Referring to Fig. 1 of the drawings, there is shown a piston I slidably mounted in a cylinder 2,' a link 3 pivotally connected at opposite extremities to piston I and to an arm 4, a cable 6 extending from` a point intermediate the extremities of arm 4 to a clutch lever or pedal, a reciprocable valve provided with a thick headl portion 1, a reduced stem portion 9, and a tail portion Ilenclosed in casing -III and connected in any convenient manner to the special pedal, a cori--A duit I6 connected at one end to the intake manisubject to the control of valve head 1,' with a passage I1 terminating in cylinder 2, a calibrated plug I4 positioned'to admit air around reduced stem 9, and an air lter I5 (cotton wool or the like) adapted to clean the air entering plug I4.

Valve head 1 should be dimensioned (1) lto obstruct conduit I6, when in lowered position, while permitting air to pass from plug I4, around stem 9, into passage I1, (2) toallow free communication between elements I6 and I1, when in raised position (Fig. l)

The lhereinabove described assemblyoperates as follows: Assuming thepedal to be in released position, valve head 1 is raised and the suction exerted by the motor by way of conduit I6 is transmittedA by Way of passage I1 (Fig. l) to the right hand side of piston |,'drawing the latter to the right and rotating arm 4 vso as to exert a pull on cable 6 thereby eliminating the operators muscular effort for throwing the clutch out. As soon as the operator presses on the pedal, valve head 1 descends so as to obstruct conduit I6,

Aand air, entering passage I1 by way of plug I4,

passage I1 so as to throw the clutch out. The

curve described by the point of attachment of cable 6 to arm 4 is such as to yield a variable demultiplication for a constant rate of displacement of piston I, the maximum effort, being exerted when the releasing movement of the clutch terminates. l

In the form of device represented in Figs'. 2, 3 and 4, the reciprocating type of valve 1, 9, I I (Fig. 1), is replaced by a rotatary form. Here, piston I, cylinder 2 and .cable 6 have the same structure and function as before (the use of elements 3 and 4 is optional), and the pedal instead of acting on valve stem lI I, is connected by a cable, an electromagnetic system (not shown) or any equivalent structure to an arm 25 keyed to shaft 24 of a rotatable cone 2l. A conduit I9, connected to the intake'nianifold, exerts suction on chamber 28, onone side of piston I, by way of a passage 23 in cone 2l when the latter is in the position corresponding to release of the p edal;

and a second conduit I8. communicating with the air, is positioned to align with a second passage 22'in cone 2| when the pedal is depressed. Conduits I8 and i8 are so positioned that when passage 23 communicates with passage |8, conduit I8 is out oi' line with passage 22 and vice versa (Fig. 3). A spring 28 tends to rotate cone 2| so as to bring elements I8 and 23 into alignment as soon as the pedal is released and the assembly is completed by a spring 21 correcting wear of cone 2| in its seat. Cone 2| should, preferably, have a spread of 90 but may, oi course, form a different angle at its apex.

The operation of this device is very similar to that described for Fig. 1. During idling, elements |8- and 2l align under the action of spring 28, suction from the motor is transmitted to chamber 28, piston I moves to the right, and cable 8 throws the clutch out. As -soon as the pedal rotates arm 25 so as to move passage 22 and conduit I8 into line, air enters chamber 28 and permits engagement of the clutch. By'calibrating bore I8, the rate of engagement of the clutch may be regulated by any suitable means such as a thumb screw, not shown.V

The device represented in Fig. is adapted toV be used in combination with piston I shown in .any of the precedinggures and functions to render the engagement of the clutch gradual. Here, cable 8 is connected to a hollow piston rod 28, having an oriilce of relatively large section 28a, anda plurality of small orifices 38, formed therein, and cylinder 2 is 'provided with an air inlet controued by a bau n and a. spring :2a. When piston I moves towards the right under the action of the suction exerted by the motor, ball 32 unseats and permits air to enter cylinder 2.,

As soon as air is admitted on the right hand side of piston I (by any of the devices shown in Figs. 1 to 4) ball 32 reseats and, as the piston moves towards the lett,` the total section of orifices 38, controlling the rate oi outflow of air, is progressively diminished.

Fig. 6 illustrates another arrangement designed to be coupled to piston I in Figs. l to 4 to obtain progressive engagement of the clutch. The general assembly remains the same as in the latter ilguresl except that cable 8 is wound on a special cam 34 formed on a rotatable disc '33 and profiled to release progressively diminishing lengths of vcable for equivalent displacements of piston I towards the lett.

The form of apparatus shown in Figs. '1, 8, 9, and l0 diiers only in details from the one represented in Fig. 1. Arm 4 is here rigidly attached to a lever `8| positioned outside casing 5 and a link 52 transmits the movement of lever 5| to a second lever ila which functions to rotate adisc 38 having an annular recess 41 formed therein communicating with 'cylinder '2 via a passage 48 and provided with a transverse passage 48. A second disc 31, coaxial with disc 38, is provided with an annular recess 44. a transverse passage 48, communicating circular passage 42, a shaft 38, a pulley 4.| adapted to berotated by'a cable 48 connected to the accelerator pedal, and a spring 53 tending to bring transverse passage 48, 48 in 31 and 38 into alignment. Suction from the intake manifold of the motor is transmitted by way of a conduit 45 to annular recess 44, thence by way of conduits 48, 48, 41 and 48 to cylinder 2. As soon as the pedal is depressed, cable 48 `rotates disc 31 so as to move an element 42 simultaneously into alignment with a. calibrated air inlet 54 .having a thumb screw adjustment 84' and with transverse passage 48 in disc 38. Air then enters cylinder 2 and, as arm 4 rotates, lever 5| transmits its movement to lever Ila so as to diminish the section of communication between passages 42 and 48, thus gradually diminishing the rate oi movement of piston I from right to left.

The invention is not to be taken as limited to the particular combinations shown in any one ilgure. Thus, the structures for obtaining gradual engagement of the clutch shown in Figs. 5, 6 and 7, may be interchanged/with those illustrated in Figs. 1 to 4; similarly the reciprocating type ot valve shown in Fig. 1, the conical type in Fig. 2 and the disc type represented in Fig. 8 may be used interchangeably.

Preferably, the accelerator should be connected to the valve control so that the operations ot release of the clutch and acceleration of the motor follow one another and are never superposed. This result may be obtained in either one of two ways: (l) A single pedal may be mounted 'to have a total course separated into two distinct portions by a small dead interval, the first portion of the course -serving to release the clutch and the second to accelerate the motor, such as, for example, as shown diagrammatically in Fig.

8. .'Iherein, the throttle controlling member or accelerator pedal |88 is connected to valve 81 through cable 48, the pedal being maintained in normal retracted position by a spring |8I.' An extension |82 on the pedal is adapted to cooperate with a member |88 connected with a throttle lever |84, the construction being such that the desired lost motion between extension |82 and member |83 is provided; (2) two pedals may be mountedside by side, and close. to one another at diiIerent heights so that, the higher pedal |81 causes operation of the clutch through mechanism |88, while the lower pedal |85, controls the engine throttle. As will be understood i'rom Fig. 11, when the operators foot |88 descends with pedal |81, the clutch is engaged, and, when his foot encounters the lower pedal |88, the latter is operated to open the throttle |88. Spring return means ||8 and are provided respectively for the return o! the higher and lower pedals..

In Fig. 1, the return springs |85 and |81', connected respectively to the throttle controlling pedal ,|85 and clutch pedal |81, function to bias the 'pedals to their normal retracted positions where the throttle is closed to idling position through operation of lever |84 and the clutch is disengaged.

What I claim is:

1. In a power operated clutch actuating apparatus for motor cars and like uses, comprising a movable clutch controlling member, iluid pressure power mechanism for actuating said member, valve mechanism controlling said fluid pressure, and a pedal having an operative connection to the throttle controlling device of the car motor, the combination, with said above-described apparatus, of means automatically actuated syn-y chronouslywith said clutch controlling member for operating said valve mechanism to arrest the movement of said member Whenever the movement of said throttle controlling pedal is arrested.

2. In a power operated clutch actuating apparatus for motor cars and like uses. comprising a movable clutch controlling member, iluid pressure power mechanism lfor actuating said member, valve mechanism controlling said fluid pressure, and a pedal having an operative connection to the'throttle controlling device of the car of said throttle controlling pedal.

3. In an automotive vehicle provided with a clutch and an accelerator, power meansfor operating the clutch comprising a power actuator operatively connected to the clutch, said actuator comprising relatively movable parts, and means for so controlling the operation of the clutch as to eiect a 'step-by-step disengagement thereof, said meanscomprising the accelerator and a movable element of said actuator.

4. In a power activated mechanism for actuating the clutch which connects or disconnects the traction wheels of a motor car to or from a throttle controlled engine for propelling such car, the combination with an accelerator which controls such throttle and a member for actuating said clutch, of a servoy motor operatively conv nected to said Amember and a device for cntrolling said servo motor which includes apparatus adapted to be so energized contemporaneously with changes'in the adjustment of said accelerator that, after the latter has been shifted in onel direction far enough to cause a clutch closing operation of said servo motor to an'extent suiiicient to produce only an incomplete clutch engaging movement of said member, said movement will be automatically arrested whenever the shifting movement of said accelerator is stopped.`

5. In a power activated mechanism for actuating the clutch which connects or disconnects the traction wheels of a motor car with a throttle controlled engine for propelling such car, the

combination with an accelerator which controls such throttlev and a member for vactuating said clutch, of a servo motor, operatively connected to said member, and a device for controlling said servo motor which includes apparatus adaptedl -to be so energized contemporaneously -with changes in the position of said accelerator that,

after the latter has been shifted in either direction far enough to cause operation of said servo motor to an extent suflicien't to produce only an incompletaclutch disengaging or engagingmovement of said member, either of said movements will be' arrested whenever the shifting `v movement of said 'accelerator is stoppedT 6. In a power transmission system for motor Vehicles,'an internal combustion engine, an engine accelerator, a clutch, auid pressure motor for operating said clutch, a source of fluid pressure, a conduit connecting said motor and source, and

follow-up valve means interposed in said conv duit for controlling'the energization of said motor, said valve means including ra part operated upon movement of the engine accelerator and a second part cooperating with the rst part and movable by operation of said clutch.

'7. In a power transmission system for motorn vehicles, an internal combustion engine, ani

engine acc lerator, a clutch, a uid pressure motor for operai; g said clutch, a source of uid pressure, a conduit connecting said motor and source,

be controlled in accordance with the extent of movement of said accelerator.

8. Clutch operating mechanism for motor vehicles including a clutch and a throttle operating member for the vehicle engine comprising a power `device connected tothe vehicle clutch, and controlmeans operative upon movement of the engine throttle operating member 'toward normal retracted position forrendering the power device operative for iiisengaging the clutch, and operative upon movement of the throttle operating member in .the opposite direction for successively releasing the clutch elements for-movement toward operative engagement, checking the movement of the clutch elem'entsat a point prior to operative engagement, and then further releasing the clutch elements for movement into operative engagement, said control means including a member connected lto the engine throttle elements.

9.Clutch operating mechanism for motor vehiclesincluding a clutch and a throttle operating member for the vehicle engine comprising a pressure responsive power device connected to a motor vehicle clutch and operative for moving Vthe clutch elements out of engagement with each other, and control means for determining the connection of said power device with a source of differential pressure and the atmosphere, said control means being operable upon movement of the engine throttle operating member in one direction for connecting v.the power device to the source of diierential pressure to disengage theclutch, and operative upon movement of the throttle operating member in the opposite direction for variably connecting the power device to the atmosphere for successively releasing the clutchelements for movement toward operative engagement, checking the movement of the clutch elements at a point prior to operative engagement, and then further releasing the clutch elements for movement into operative engagement, said control means including a valve controlled by the enginethrottle operating member and movable in one direction upon movement of the throttle operating member in said one direction and in the other direction upon said opposite movement thereofgand a second valve movablev in accordance with the degree of actuation of :the power device, said second named valve being e movable in said first named direction upon actuation of the power device and in the `second named direction upon the connection of the power device to the atmosphere to release the power device, said second named valve being movable in the last named direction to tend to asvalve to disconnect the power device from the atmosphere and check the releasing of the clutch elements.

-member to check the releasing oi the clutch sume a neutral relationship with the first named f 10. Clutch' operating mechanism for motor ve- 75 hicles including a clutch and a throttle operating member for the vehicle engine comprising a pressure responsive power device connected to a l motor vehicle clutch and operative for moving the clutch elements out of engagement with each other, and control means for determining the connection of said power device with a -source of differential pressure and the atmosphere, said control means beingoperable upon movement of the engine throttle operating member inlone direction toward normal position for connecting l the power device to the source of differential pressure to disengage the clutch, and operative upon movement ot the throttle operating member in the opposite direction for variably connecting the power device to the atmosphere for successively releasing the clutch elements for movement toward operative engagement, checklng the movement of the clutch elements at a.

point- .prior to operative engagement. and then further releasing the clutch elements for move- 1 ment into operative engagement, said control means including a pair of cooperatingvalves, one controlled in accordance with the position of the engine throttle operating member and the other in accordance `with the degree of actuation of the power device,. said first named valve being movable in said one direction to connect the power device to the source of differential pressure and in said opposite direction to connect the power device to the atmosphere, said second named valve being movable in said ilrst named direction upon actuation of the power device and in the second named direction upon the connection of the power device to the atmosphere, said second named valve being movable in said last nameddirection to tend to assume a neutral position with respect to said rst named valve to disconnect the power device from the atmosphere and the source/oi diierential pressure to check the releasing of the power device.

PIERRE FELIX PEYRUQUEOU. 

